Rail switch for vehicle tracking systems, particularly for magnetic levitation train tracking systems

ABSTRACT

A rail switch point element for a track system has a longitudinal axis of rotation and is rotatable about the axis to selectively switch between a straight ahead and a turnout position. A first straight track piece has first and second orthogonal planar surfaces extending in a longitudinal direction. The first surface is a tracking surface when switched to the straight ahead position. The axis of rotation extends longitudinally through the first straight track piece. A first curved track piece has a curved surface fixedly attached along an edge to the second surface of the first straight track piece, and has a bent planar surface orthogonal to the curved surface. The bent planar surface is a tracking surface when switched to the turnout position.

BACKGROUND OF THE INVENTION

The invention relates to a rail switch for vehicle tracking systems,particularly for magnetic levitation train tracking systems.

The most widely used vehicle tracking systems are rail systems whichinclude--when seen in the direction of movement of the vehicle--a leftrail and a right rail that are spaced from one another at the width ofthe track. Explained for the case of a first switch position for"straight ahead" and a second switch position for "turnout to theright," the standard points construction for such rail systems is thefollowing: to shift from the first switch position to the second switchposition, a curved piece of rail is elastically bent or pivoted about avertical axis from the inside against the left piece of rail which goesstraight ahead. At the same time, a right straight-ahead piece of railis moved by elastically bending or pivoting it about a vertical axisaway from the right turnout piece of rail toward the inside. Now,instead of the previous straight-ahead track, a track turning off to theright is available for the rail-bound vehicle. In the region of theso-called frog, that is the intersection between the left, turnout railsand the right straight-ahead rails, no switching is required becausethere the tracks need be interrupted only for a narrow slot whichaccommodates the tracking gears of the rail-bound vehicles and becausethese slots generally extend at an acute angle obliquely to thedirection of the rails.

Magnetic levitation tracking systems pose considerably greater problems.If the point construction known for rail systems is taken overanalogously, considerable interruptions in the remaining lineconstruction result in the region of the frog. To overcome theseproblems, it is necessary, for example, to provide special points travelrails and special points travel wheels must be provided at the magneticlevitation vehicle. Moreover, measures must be taken there to ensure thelateral tracking of the magnetic levitation vehicles. All this resultsin a complicated and expensive points construction and generally indisagreeably low limits of the speed of the magnetic levitation vehicleswhen traveling over the points. It has already been contemplated toconstruct a switch for magnetic levitation train tracking systems insuch a way that, for switching the points, the switch components forstraight-ahead travel can be completely moved away to the side and canbe replaced entirely by the switch components for turnout travel. Such apoints construction requires much more lateral space which frequently isnot available, particularly if several points are arranged in closespatial proximity. Moreover, components involving very large masses mustbe displaced laterally which makes the points structure heavy andexpensive.

SUMMARY OF THE INVENTION

It is the object of the invention to make available a points structurewhich is suitable particularly for magnetic levitation train trackingsystems and which requires practically no space next to the track itselfand is less expensive than the prior art magnetic levitation trainpoints constructions.

To solve this problem, the rail switch according to the invention ischaracterized in that the first switch components required for trackingin the first switch position and the second switch components requiredfor tracking in the second switch position are mounted so as to movedownwardly out of the plane, that is the upper level, of the trackingsystem and vice versa for an exchange of the first switch components forthe second switch components and vice versa when the points areswitched.

The term "plane of the tracking system" is understood to mean the upperlimitation plane of the "tracking rails." The invention realizes thenovel principle of bringing the switch components not presently requiredfor tracking at the respective switch position out of the space requiredfor tracking at the respective switch position by lowering them. Thefurther description below will show that this generally does notincrease the height of the space required for the switch.

The term "magnetic levitation train" is to be understood comprehensivelyand is intended to also include, in particular, those magneticlevitation trains in which a majority of the force required to carry thevehicle against gravity is generated magnetically while the remainder ofthe carrying force is taken up by rollers and wheels, respectively.

The terms "first switch components" and "second switch components" referto the respective switch position. For example, the first switchcomponents are those which perform the tracking when the vehicle travelsstraight ahead and the second switch components are those which takeover the tracking of the vehicle if its travel turns to the right orleft. The same applies for points which do not have a straight-aheadposition in the strict sense of the word but have one tracking pathwhich curves to the left and another tracking path which curves to theright. Finally, points should be mentioned in which both tracking pathsextend in the same direction but with curves of different radii.

A particularly significant, preferred modification of the inventionresides in that the points ar divided into several sections which eachinclude at least one (above defined) first switch component and one(above defined) second switch component. Although in this modificationseveral sections must be moved for switching in that a first switchcomponent is exchanged for a second switch component or vice versa, theswitch components to be exchanged are smaller and lighter in weight sothat a considerably more favorable structure results with respect tospace requirement and size of the masses to be moved.

The following division into points sections--progressing from thecombined "pointed" switch end to the forked switch end--is particularlyfavorable:

a left first section including a left first switch component and a leftsecond switch component, as well as a right first section including aright first switch component and a right second switch component;

a second section including a left second switch component and a rightfirst switch component; and

a third section including a right first switch component and a leftsecond switch component.

The terms "left switch component" and "right switch component" refer tothe two "tracking rails" seen in the direction of travel of the vehicle.In connection with magnetic levitation trains as well, there generallyis a left "tracking rail" and a right "tracking rail."

Very many ways exist to bring the switch components downward out of theplane of the tracking system and exchange them for the respectivelyother switch components. Particularly preferred, however, is thepossibility of moving out and moving in by pivoting about an axis whichis at least roughly approximately parallel to the longitudinal directionof the respective switch component. The description below will show ineven greater detail that the pivot axes are not precisely parallel tothe longitudinal direction of all involved switch components especiallyin the particularly preferred embodiments. Moreover, the overalllongitudinal direction of curved switch components is not definedexactly but can be approximated as the direction of the chord of therespective curved switch component.

According to a particularly significant, preferred embodiment of theinvention, the switch components are not moved individually out of theplane of the tracking system or into this plane. Rather, a first and asecond switch component which below together in the exchange of switchcomponents are combined into a points element which can be moved as aunit so that, during a switching movement the respective first switchcomponent is moved downward out of the plane of the tracking systemwhile the respective second switch component is moved upward into theplane of the tracking system and vice versa. This considerablysimplifies the points construction. The totality of the first switchcomponents and of the second switch components may be combined into sucha points element so that the points element practically includes theentire rail switch. However, generally it is more favorable to dividethe entire rail switch into several points elements which may coincidebut need not necessarily coincide with the above described pointssections.

Considered to be particularly favorable is a modified pointsconstruction in which the (respective) points element includes therespective first switch component and the respective second switchcomponent in such an arrangement that a points switching pivotingmovement about an axis which is at least roughly approximately parallelto the longitudinal direction of the points element results in theswitch component exchange. In principle, the arrangement may be designedfor any desired angular dimensions of the pivoting movement as long asthe switch components presently not required for tracking are broughtsufficiently far out of the plane of the tracking system; this excludesvery small pivoting movement angles. A pivoting movement angle aroundessentially 180° results in an arrangement in which the respectivelyother switch component is disposed, so to speak, on the underside of theswitch component presently in the operational position. Particularlypreferred is a pivoting movement angle of essentially 90° because thisleads to spatially and structurally particularly favorable conditionswhich will be demonstrated even more clearly in an embodiment to bedescribed below. In this connection, it is not important that thepivoting movement angle be exactly 90°. The entire range from 45° to135° is favorable.

The expression, "axis which is at least roughly approximately parallelto the longitudinal direction of the points element" is to give merely arough reference point for the position of the pivot axis, particularlysince in a points element which includes a first switch component aswell as a second switch component this longitudinal direction is notdefined exactly.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention and features of the invention will now be described ineven greater detail with reference to embodiments thereof that areillustrated in partially schematic drawing figures. It is shown in:

FIG. 1a, a schematic top view of a rail switch for a magnetic levitationtrain tracking system in a first switch position;

FIG. 1b, a schematic top view of this rail switch in a second switchposition;

FIG. 2, a schematic top view of the rail switch of FIG. 1, with thefirst position being shown in solid lines and the second position inbroken lines, with the division into points sections being illustrated;

FIG. 3, a schematic cross-sectional view of a magnetic levitation traintracking system and the associated magnetic levitation train;

FIG. 4, a perspective enlarged view of a points element which includes afirst switch component as well as a second switch component;

FIG. 5, a schematic illustration of one way of pivotally mounting thepoints element of FIG. 4;

FIG. 6, a schematic illustration of a further way of exchanging a firstswitch component for a second switch component for switching tracks;

FIG. 7, a schematic cross-sectional view of a points element for railtracking systems.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

The rail switch 2 shown in FIGS. 1a and 1b includes first switchcomponents 4 for straight-ahead travel which in FIG. 1a are in theoperational position and second switch components 6 for turnout travelwhich are shown in the operational position in FIG. 1b. Corresponding tothe "dual track" nature of the tracking system, two first switchcomponents 4 and two second switch components 6 are shown in FIGS. 1aand 1b.

FIG. 2 shows that rail switch 2 is subdivided into a total of foursections: a left first section 12 when seen in the direction of travelfrom the combined rail switch end 8 to the forked rail switch end 10,including a left first switch component 4a and a left second switchcomponent 6a; a right first section 14 including a right first switchcomponent 4b and a right second switch component 6b; a second section 16including a left second switch component 6c and a right switch component4c; a third section 18, including a right first switch component 4d anda left second switch component 6d. The two first sections 12 and 14 arearranged next to one another. They are followed, in the stated directionof travel, by the second section 16 and the third section 18. The switchcomponents included in the first sections 12 and 14 and in the thirdsection 18 diverge in the stated direction of movement, while the switchcomponents included in the second section 16 converge in the stateddirection of movement. It can be seen that, due to the subdivision ofrail switch 2 into sections 12 to 18, the degree of divergence orconvergence, respectively, of the switch components is relatively slightand the magnitude and weight of sections 12 to 18 are relatively small.Each section 12 to 18 thus includes a points element which, in turn,includes a first switch component and a second switch component.Sections 12 and 14 are each composed of a points element 40 to bedescribed below. Sections 16 and 18 are each composed of a centralpoints element 40 and a stationary first switch component 4 on the leftas well as a stationary second switch component 6 on the right.

FIG. 3 shows the construction of a prior art magnetic levitation traintracking system 20. The tracking system 20 is in mirror symmetry to acenter plane. Each half is essentially composed of a long-stalk I-beam22 to which is fastened a traveling field stator 26 at the underside ofthe inner portion of the upper horizontal flange 24. An angle profile 28having a vertically upwardly oriented vertical arm and, at the top, ahorizontally inwardly oriented horizontal arm is fastened to the innerend of this horizontal flange 24. The magnetic levitation vehicle 30extends downward through the space between the two I-beams 22 and isbroader below the upper horizontal flanges 24 of the two I-beams 22.There a row of permanent magnets 32 extending in the direction of travelis attached on the left and on the right; these magnets cooperate withthe respective traveling field stator 26 to generate vertical carryingforces and horizontal thrust forces. Vertical guide rollers 34 cooperatewith the horizontal arm of angle profile 28 and horizontal guide rollers36 cooperate with the vertical arm of angle profile 28.

FIG. 4 shows a points element 40 which, as a unitary component, includesa straight first switch component 4 as well as a curved second switchcomponent 6. This points element 40 may be employed, for example, as theleft first section 12 in the rail switch 2 shown in FIG. 2. The rightfirst section 14, the second section 16 and the third section 18 of therail switch 2 of FIG. 2 are of quite analogous construction, with onlythe curvature of the second switch component 6c having a differentgeometry and/or traveling field stators 26, 26' being attached to theother side. If switch components 4 and 6 are offset by about 180°,sections 16 and 18 may also be combined into a joint points element 40.

It can be seen in FIG. 4 that somewhat above the center of vertical arm38 of I-beam 22, an angle carrier 42 is welded on which, in theillustrated position of points element 40 in which arm 38 is vertical,is provided with a longer horizontal arm 44 that is welded to arm 38 andat its right end in FIG. 4 with a downwardly projecting vertical arm 46.In FIG. 4, an angle profile 28' analogous to the angle profile 28 shownin FIG. 3 and welded to I-beam 22 is welded to the lower end of verticalarm 46. Additionally a traveling field stator 26' is fastened to theleft side of vertical arm 46. The horizontal arm 44 of angle profile 46is curved downwardly along points element 40. The vertical arm 46 ofangle profile 42 and the angle profile 28' welded thereonto are curvedcorrespondingly. The upper terminating face of points element 40 in theillustrated position is marked 48; it simultaneously constitutes theplane of the tracking system 20 mentioned in the introduction to thespecification.

If the illustrated points element 40 is pivoted 90° counterclockwiseabout the axis 50, the vertical arm 46 of angle profile 42 comes into ahorizontal position and thus forms a curved second switch component 6which is in the operating position. The first switch component 4 hasbeen pivoted downwardly out of the plane of the tracking system. Bypivoting points element 40 clockwise by 90° the previous state can bere-established. Pivot axis 50 is disposed in such a way that, duringpivoting of points element 40, the upper side of the respective switchcomponent 4, 6 comes into the plane of tracking system 20.

In the illustrated embodiment, pivot axis 50 extends exactly in thelongitudinal direction of first switch component 4. However, pivot axis50 could also extend at an acute angle to the longitudinal direction ofthe first switch component 4. It would merely be necessary to havegeometrical relationships in points element 40 which ensure that in bothpivoted positions one carrier surface lies in the plane of trackingsystem 20.

It is understood that the switching of points 2 shown in FIG. 2 requiresthe changing of all four points elements of the four sections 12 to 18.

FIG. 5 shows a construction of the required pivot bearing for pointselement 40 of FIG. 4 as it is used in practice, with the second switchcomponent 6 not being shown for the sake of clarity. The bearingincludes a stationary, essentially roof-shaped base 52. Points element40 can be pivoted in the described manner relative to this base 52. Ahydraulic cylinder 54, for example, as illustrated schematically issuitable as a pivot drive.

FIG. 6 is intended to illustrate that the combination of a first switchcomponent 4 and a second switch component 6 into a unitary pointselement 40 represents a particularly favorable solution but that thereare numerous other possibilities for the points construction accordingto the invention, another one of which is shown here schematically. Ifthe first switch component 4 shown in solid lines in its operationalposition is pivoted downwardly out of the plane of the tracking systeminto the non-operational position shown in broken lines, the secondswitch component 6 which is shown in the non-operational position can bepivoted upwardly into the operational position.

FIG. 7 shows how the points structure according to the invention canalso be used in a rail tracking system. The illustrated points element40 is constructed analogously to the points element 40 of FIG. 4. Pointselement 40 includes a first switch component 4 and attached thereto,welded to its side at an angle of 90°, a curved second switch component6.

A three-way rail switch can also be constructed according to thedescribed principles; it requires no longitudinal offset of the turnouttoward the left and the turnout toward the right. Pivotal pointselements may be provided on the combined side of the rail switch so asto bring the one turnout direction into the operational position bypivoting it about approximately 90° in a first direction of rotation andto bring the other turnout direction into the operational position bypivoting it about approximately 90° in the opposite direction ofrotation.

The rail switch according to the invention is excellently suited alsofor the construction of an S-shaped rail connection between two paralleltracking sections. The two rail switches required for this purpose maybe arranged directly in tandem. It is not necessary to broaden the spaceof the two tracking sections in the region of the S-shaped railconnection, particularly because the rail switch according to theinvention is extremely space saving towards the sides.

It is also pointed out that the rail switch according to the inventioncan be constructed without difficulty with "elevated rails", with theexcess height being possible according to optimum line layout and ridingcomfort criteria. It is most favorable to lower the side on the insidecurve and raise the side on the outside curve so that the middle betweenthe two "rails" remains at the same level.

Finally, it is pointed out that the principle of the invention can quiteanalogously also be employed for the construction of crossovers. Herethe "180°-solution" is recommended in particular in that, in a firstposition, the one "track" is at the top and in a second position, theother, intersecting "track" is at the top. In particular, the followingtypes of crossovers can be produced.

two magnetic levitation train tracking systems intersect;

a magnetic levitation train tracking system intersects with aconventional railbound tracking section;

a magnetic levitation train tracking system intersects with a road.

I claim:
 1. A rail switch point element for a track system, the elementhaving a longitudinal axis of rotation and being rotatable about theaxis to selectively switch between a straight ahead and a turnoutposition, comprising:a straight track piece having first and secondorthogonal planar surfaces extending in a longitudinal direction, thefirst surface being a tracking surface when switched to the straightahead position, the axis of rotation extending longitudinally throughsaid straight track piece; and a curved track piece having a curvedsurface fixedly attached along an edge thereof to the second surface ofthe straight track piece, and having a bent planar surface orthogonal tothe curved surface, the bent planar surface being a tracking surfacewhen switched to the turnout position.
 2. A track system incorporatingthe element of claim 1, wherein the track system is a two track systemand wherein two of said switch point elements are provided operabletogether.
 3. The element of claim 1, wherein the straight track piece isformed as one of an I beam and a T beam.
 4. The element of claim 1,wherein the switch point element is for a magnetic levitation traintrack system and further comprises:at least one traveling field statorfixedly attached to said straight track piece; and at least onetraveling field stator fixedly attached to said curved track piece. 5.The element of claim 1, wherein said second surface of said straighttrack piece and said curved surface of said curved track piece areattached at an angle of 90° whereby said element changes between thestraight ahead position and the turnout position by rotating about saidaxis by 90°.
 6. A rail switch comprising a combined end and a forked endfor vehicle tracking systems which have a tracking plane, the railswitch being subdivided into a plurality of sections, each sectionincluding at least one first switch component for tracking in a firstswitch position, and at least one second switch component for trackingin a second switch position, the first and second switch componentsbeing movably mounted such that when one component moves downward out ofthe tracking plane the other component moves upward into the trackingplane, whereby exchange of the first switch components for the secondswitch components and conversely is effected during switching; said railswitch further comprising:progressing from the combined end to theforked end of the rail switch, a left first section, including leftfirst and second switch components, and an adjacent right first section,including right first and second switch components; a second section,including a left second switch component and a right first switchcomponent; and a third section, including a right first switch componentand a left second switch component.
 7. A rail switch according to claim6, wherein the switch components are mounted so as to rotate about alongitudinal axis thereof during switching.
 8. A rail switch accordingto claim 6, wherein first and second switch components of eachrespective section are combined together to form a unitarily movableelement.
 9. A rail switch according to claim 8, wherein the unitarilymovable element rotates about a longitudinal axis thereof duringswitching.
 10. A rail switch according to claim 9, wherein a rotation ofthe unitarily movable element of 90° accomplishes switching.